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United States Patent |
5,199,632
|
Takeichi
,   et al.
|
April 6, 1993
|
Railway car body structures and methods of making them
Abstract
A method is provided for making a passenger car body structure which has a
panel assembly forming at least part of a side, the roof, and end of the
floorplate. Each panel has inner and outer spaced metal sheets and a
cellular metal core brazed to the sheets and maintaining them spaced
apart. To join the panels, a metal connecting member is joined to at least
one of the inner and outer sheets and has a projection for use in welding
the panel to the neighboring panel. The projection extends in the lateral
direction of the panel and is preferably of material thicker than the
general sheet thickness of the sheets. A frame member of the body
structure may be welded to the panels at the joint.
Inventors:
|
Takeichi; Michifumi (Kudamatsu, JP);
Okuno; Sumio (Kudamatsu, JP);
Okazaki; Masato (Kudamatsu, JP);
Hattori; Morishige (Kudamatsu, JP)
|
Assignee:
|
Hitachi. Ltd. (Tokyo, JP)
|
Appl. No.:
|
915622 |
Filed:
|
July 21, 1992 |
Foreign Application Priority Data
| Jun 30, 1989[JP] | 1-166691 |
| Dec 27, 1989[JP] | 1-339253 |
Current U.S. Class: |
228/181; 29/455.1; 228/184; 228/187 |
Intern'l Class: |
B61D 017/00 |
Field of Search: |
228/181,184,187
29/455.1
|
References Cited
U.S. Patent Documents
3071853 | Jan., 1963 | Price et al. | 29/455.
|
3110961 | Nov., 1963 | Melill et al. | 228/181.
|
3282615 | Oct., 1966 | Darby et al. | 29/455.
|
4013210 | Mar., 1977 | Deminet | 228/181.
|
4966082 | Oct., 1990 | Takeichi et al. | 105/422.
|
4993329 | Feb., 1991 | Takeichi et al. | 105/401.
|
5098007 | Mar., 1992 | Tsuruda et al. | 228/125.
|
Primary Examiner: Ramsey; Kenneth J.
Attorney, Agent or Firm: Antonelli, Terry, Stout & Kraus
Parent Case Text
This is a divisional of application Ser. No. 544,696, filed Jun. 27, 1990,
now U.S. Pat. No. 5,140,913.
Claims
What is claimed is:
1. A method of making a passenger car body structure having two opposite
sides, a roof, two ends and a floorplate, including forming a structural
panel assembly which is at least part of one of said sides, roof, ends and
floorplate by steps comprising:
(i) aligning edge-to-edge at least two panels each comprising inner and
outer metal sheets and, a cellular metal core brazed to said inner and
outer metal sheets and maintaining said sheets spaced apart, wherein said
core has a honeycomb structure having parallel cells whose axial direction
is perpendicular to said inner and outer sheets, wherein at least one said
panel has at an edge thereof a connecting member having a first portion
substantially perpendicular to one of said inner and outer sheets and
joined to said core, and having a second portion adjacent to and
substantially parallel to said one of said inner and outer sheets, wherein
said second portion extends away from said core to provide an end portion
for welding said panel to an adjacent panel such that the weld is
separated from the brazing of said core to said one of said inner and
outer sheets,
(ii) welding said end portion of said second portion on said at least one
panel to the other of said panels to join the panels together into said
panel assembly.
2. A method according to claim 1 wherein, in the joining of said panels,
welding is performed first at the level of said outer sheets of said
panels and thereafter at the level of said inner sheets.
3. A method according to claim 1 wherein in the joining of said panels,
welding is performed only from the side of said panels which is to be at
the interior of the passenger car body structure.
4. A method according to claim 1 wherein the joining of said panels is
performed on a jig, and after their joining, at least one frame member is
welded to the panel assembly on the same jig.
5. A method according to claim 1, wherein said connecting member is formed
of a material thicker than the general sheet thickness of said inner and
outer sheets.
6. A method according to claim 1, wherein said first portion of said
connecting member is joined to said core by brazing, and wherein said weld
and said end portion of said second portion of said connecting member will
be separated from the brazing of said core to said first portion of said
connecting member.
7. A method according to claim 1, wherein said connecting member further
comprises a third portion located adjacent and substantially parallel to
the other of said inner and outer sheets, wherein said third portion
extends away from said core to provide a second end portion for welding to
said adjacent panel, such that the weld between the second end portion and
said adjacent panel will be separated from the brazing of said core to
said other of said inner and outer sheets, wherein the method includes the
step of welding said second end portion of said third portion of said
connecting member on said at least one panel to the other of said panels
to join panels together into said panel assembly.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to railway car body and methods of making the same
and is applicable to the manufacture of railway and other track-guided
vehicle bodies, including bodies for monorail and mag-lev (magnetic
levitation) vehicles, as well as to railway powered cars, non-powered cars
and locomotives, particularly to passenger cars for railway vehicles
operating at high speed.
2. Description of the Prior Art
Conventionally, railway car body structures have been formed of steel by ,
for example, connecting longitudinal frame members and transverse frame
members and then connecting outside sheets to the outside of the frame. In
such a structure produced using stainless steel as the outside sheets, for
example, 3-dimensional joints are employed in order to improve strength
between the frame members and the outside sheets as disclosed in
JP-B-62-35937. It is also known to produce a railway car body structure
using light metal, such as aluminum alloy. The aim is to reduce the number
of man-hours in production of the car body structure and to improve
stiffness of the car body structure, using pre-shaped members in which
frame members and the outside sheet are integral. For example, body
structures with extruded shaped members are described on pages 70 to 72 of
"Light Metal Railway Vehicle Committee Report 0036 No. 3", published in
1978 by the Japanese Railway Vehicle Industry Association, pages 70-72.
Another type of pre-formed metal member is a sandwich construction having
two metal sheets that are spaced apart and are bonded to opposite faces of
a cellular metal core by an adhesive or by brazing. The core may be a
formed metal or a honeycomb construction, which is itself, for example,
produced by brazing together of corrugated sheet. Such sandwich
constructions have been proposed for use in railway car bodies, but for
the most part not as structural members of such car body structures i.e.
members contributing substantially to the structural strength of the car
body.
In Japanese utility model publication no. 60-179569, honeycomb sandwich
panels are provided as stiffeners of the outside plates of the car body,
by adhesively bonding the honeycomb panel to the interior face of the
outside plate. Here, the honeycomb panels are acting as reinforcements
against bending of the outside plate.
In Japanese utility model publication no. 54-183007, honeycomb panels are
proposed as floorboards, which rest upon the floorplate constituting the
underframe of the vehicle body however, the honeycomb panel does not act
as a structural member, and is connected to the floorplate by adhesive
bonding.
Japanese utility model publication no. 63-18372 however proposes the use of
a honeycomb panel as a structural member in the floorplate of a railway
car body, with the panel connecting extruded members which constitute the
side sills of the car body. The honeycomb panels are connected by
rivetting to the extruded members. At the present time, rivetting is an
unsuitable connection method for structural members of railway car bodies,
at least at visible regions, and also cannot provide a hermetic joint
between structural members.
A further disadvantage of rivetting resides in the amount of labor
required, which is greater than that for welding.
The prior art discussed above therefore does not provide solutions to the
problem of reduction in weight of railway car body structures. With the
increase in running speeds of railway vehicles, problems such as increase
of impact on the rails and increase of noise, as well as increase of power
consumption can be mitigated by reduction of the weight of the railway car
body structure. Weight reduction is attempted by reducing the thickness of
the frame members and of the outside sheet members, but the amount of
reduction is limited by the need to maintain stiffness of the body
structure.
In the case of pre-shaped members made of light alloys by extrusion, there
is a technical limit to the reduction of the thickness of the shaped
member, and furthermore if thickness is reduced too much, out-of-plane
bending stiffness and shearing stiffness is reduced, so that there is a
need for a large number of reinforcing members thereby also increasing the
labor required in manufacturing of the vehicle.
A further problem with high speed railway vehicles is that inside a tunnel
there may be drastic outside pressure changes, which may occur rapidly,
particularly when vehicles pass each other inside the tunnel. To prevent
such a pressure change from being transmitted to the interior of the
vehicle which is unpleasant for the passengers, the body structure can
have a generally hermetic structure. However, the body structure must then
resist not only the load of the passengers and the various equipment
attached to it and its own weight, but also the pressure load due to the
exterior pressure changes. Thus, an increase in stiffness of the body
structure is required and an improvement in strength against the pressure
load must be achieved.
SUMMARY OF THE INVENTION
It is an object of the present invention to overcome or reduce these
problems, and, in particular, to make it possible to satisfactorily to
apply the sandwich type metal members described above to the construction
of railway vehicle car body structures.
In one aspect, the present invention provides a structural panel for a
railway car body structure, for forming at least part of a side, the roof,
an end or the floorplate of the body structure. The panel comprises inner
and outer spaced metal sheets and a cellular metal core bonded to the
inner and outer sheets and maintaining the inner and outer sheets spaced
apart. At at least one edge of the panel, a metal connecting member is
joined to at least one of the inner and outer sheets by continuous
metal-to-metal bonding and has a projection for use in welding the panel
to an adjoining panel. This projection extends in the lateral direction of
the panel and is of material thicker than the general sheet thickness of
the inner and outer sheets.
The lateral direction of the panel herein referred to is the direction
parallel to the inner and outer sheets at the relevant location, bearing
in mind that the sheets may be either curved or planar. The lateral
direction at the edge of the panel is thus the direction of the sheets at
the edge portion, and is at right angles to the direction perpendicular to
the sheets. The general sheet thickness here referred to is the nominal
sheet thickness, i.e. ignoring any integral ribs or other thickenings
provided for particular purposes.
The use of the connecting member with its welding projection makes possible
the convenient assembly of the laminate panels into panel assemblies of
suitable strength for the railway car body. Strength is obtained by using
a continuous metal-to-metal joint, i.e. a joint employing metal rather
than non-metal such as adhesive and joining the parts along a line, not at
spots.
Preferably the inner and outer sheets, the core and the connecting member
of the panel are bonded together by brazing.
Brazing, i.e. application of an alloy of lower melting point than the metal
parts to be joined and heating to create the bond, is the preferred method
of creating the desired continuous metal-to-metal bond. Another method is
welding continuously.
Preferably, the core has a honeycomb structure having parallel cells whose
axial direction is perpendicular to said inner and outer sheets. To
achieve a satisfactory outer surface of the car body, the welding
projection of the connecting member may have an outer surface which is
flush with the outer surface of the outer sheet of the panel. The
connecting member is preferably joined to both of the inner and outer
sheets by continuous metal-to-metal bonding.
In another aspect, the invention provides a railway car body structure
including a panel assembly comprising at least two adjacent structural
panels joined edge-to-edge to each other at a mutual joint and forming at
least a part of one of the sides, roof, ends and floorplate. In the panel
assembly each panel has inner and outer metal sheets, and a cellular metal
core bonded to said inner and outer sheets and maintaining the said sheets
spaced apart. At least one of the joined panels includes at their joint a
connecting member joined to an edge portion of at least one of the inner
and outer sheets of the panel by continuous metal-to-metal bonding and
having a projection welded to the adjacent panel.
In yet another aspect, the invention provides a method of making a railway
car body structure having two opposite sides, a roof, two ends and a
floorplate. The method includes forming a structural panel assembly which
is at least part of one of said sides, roof, ends and floorplate by
aligning at least two panels in an edge-to-edge relationship, with each of
the panels comprising inner and outer metal sheets and a cellular metal
core bonding the sheets and maintaining the sheets in a spaced apart
position, with at least one panel having, at an edge thereof, a connecting
member joined to at least one of the sheets by a continuous metal-to-metal
bonding and including a welding projection. The welding projection is
welded to the other panels so as to join the panels together into a panel
assembly.
BRIEF INTRODUCTION OF THE DRAWINGS
Embodiments of the present invention will now be described by way of
non-limitative example with reference to the accompanying drawings in
which:
FIG. 1 is a sectional perspective view showing a first embodiment of a
railway car body structure in accordance with the present invention;
FIG. 2 is a schematic perspective view of the an entire railway car body
structure shown in FIG. 1;
FIG. 3 is a cross sectional view taken along the line A--A in FIG. 2;
FIG. 4 is a cross sectional view taken along the line B--B in FIG. 2;
FIGS. 5 and 6 are cross sectional views of two laminate members which may
be used in the present invention and their connection to frame members in
a railway car body structure;
FIGS. 7 and 8 are cross sectional views of laminate members which may be
used in the present invention and their joint regions at their edges;
FIGS. 9a and 9b show a further pair of laminate members which may be used
in the present invention respectively before and after their joining;
FIG. 10 showed in cross section a further pair of laminate members which
may be used in the present invention, aligned for joining;
FIGS. 11 and 12 are sectional perspective views of two further embodiments
of the railway car body structure of the present invention;
FIG. 12a is an enlarged cross sectional detail view in the portion X in
FIG. 12;
FIG. 12b is an enlarged cross sectional view of the portion Y of FIG. 12
showing further detail;
FIG. 13 is another sectional view of the joint between two laminate members
which can be used in the present invention, together with a frame member;
FIG. 14 is a cross-sectional view of a laminate member which can be used in
the present invention, joined to a frame member;
FIG. 15 is a cross-sectional view of two laminate members which can be used
in the present invention, including an integral frame member;
FIG. 16 is a sectional perspective view of another railway car body
structure according to the present invention;
FIG. 17 is a view, from inside the car body, of the end of the body
structure of FIG. 16;
FIG. 18 is a sectional perspective view of yet another railway car body
structure embodying the invention, and
FIG. 18a is an enlarged cross-sectional detail view of the portion Z of
FIG. 18.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now to the drawings wherein like reference numerals are used
throughout the various views to designate like parts and, more
particularly, to FIGS. 1-4, according to these figures, a railway car body
structure 1 includes of opposite side constructions 2, an underframe 3, a
roof construction 4 and end constructions 5. Side sills 6 of the
underframe 3 are disposed at the bottom of the side constructions 2 and
extend in the longitudinal direction of the car body. Cross beams 7 extend
between the side sills 6 in the transverse direction of the car body. The
ends of the cross beams 7 are coupled to the side surface 6a of the side
sills 6. The cross beams 7 are disposed in parallel with one another with
a predetermined pitch in the longitudinal direction of the car body. A
floor plate 8 is disposed on the cross beams 7, and includes a plurality
of shaped members of a light alloy extending in the longitudinal direction
of the car body, with ribs integrally formed on their upper side. In the
transverse direction of the car body, the floorplate 8 is shaped as a
curved surface which is convex outwardly of the car body, that is, convex
downward.
In the side construction 2, there is a belt rail 9 and a window head 10,
both being frame members. Vertical frame members in the form of side posts
11 are located between the windows. Side panels 12 including of a later
described laminate material are connected to the outer surface of these
frame members. The belt rail 9 and window head 10 are disposed so as to
correspond to the upper side and lower side positions of the window
openings in the side panels 12. The belt rail 9 and window head 10 are
bonded to the side surface 11a of the side posts 11 so as to cross the
side posts 11 at right angles.
The side panel 12 has a laminate structure including of metal inner and
outer sheets 13 and 14 and a cellular metal core 15 disposed between the
sheets 13 and 14 as shown in FIG. 3. The outer sheet 13 constitutes the
outer surface of the car body structure 1. A honeycomb material made of a
light alloy, for example, is used as the core material 15. Formed metal
made of a light alloy or thin metal sheet shaped in a grid form may be
used in place of the honeycomb material. The honeycomb core 15 is made by
brazing thin corrugated sheets and the surface sheets 13, 14 and the core
15 are also connected by brazing. When pressure outside the body structure
1 changes, the side panels 12 can provide a hermetic wall which keeps the
interior pressure constant.
The principles of construction of these structural panels are already
known, and detailed description is not necessary. The preferred materials
are aluminum and aluminum alloy.
The honeycomb core 15 made of brazed sheets providing hexagonal cells whose
axes extend perpendicular to the sheets 13, 14 is preferred, but
rectangular or square cells may be used. Alternatively sinusoidal sheets
may be joined to produce a cellular core structure. Instead of aluminum or
aluminum alloy, stainless steel may be employed, especially for the sheet
13 which provides the outer face of the panel.
Such panels when adapted as described here are highly suitable for railway
car bodies, because of their light weight and high rigidity. The cellular
core attached to the surface sheets has only small surface strains.
High-temperature resistance is good, so that welding connections can be
made, as described below.
In the typical hexagonal honeycomb type panels used in the invention, the
core cell size is in the range of 1/8 to 1 inch (0.3 to 2.5 cm). The core
is made of brazed together corrugated sheet of thickness in the range 0.2
to 0.5 mm. The surface sheets have a thickness in the range of 0.8 to 1.2
mm, and the overall panel thickness is in the range 10 to 40 mm. Such a
panel of aluminum can have typically, for an overall thickness of 26.6 mm,
a weight of 0.73 g/cm.sup.2. Aluminum or steel plate of comparable weight
has much lower strength, and requires reinforcement.
Each panel 12 extends from the upper surface of the side sill 6 of the
underframe 3 to a cant rail 16 described below. The dimension of width of
each panel 12 in the longitudinal direction of the car body corresponds to
a unit length when the side construction 2 is divided into a plurality of
units in the longitudinal direction of the car body. The outer surface of
the side construction 2 is formed by connecting a plurality of the panels
12 by welding. In the side construction 2, an example where the region
between each pair of side posts 11 is constituted by one panel 12 is
illustrated. However the width of each panel 12 may extend over three or
more side posts 11.
Next, the joints between the panels 12, the side post 11 and the belt rail
9 will be explained with reference to FIGS. 3 and 4.
FIG. 3 shows a metal connecting member 17 which is brazed continuously to
the edge of the panel 12 at the time of its formation and which is an
extruded member made of a light alloy. This connecting member 17 is shaped
in a substantially Z-shaped section and has a cross web 18 to which the
core 15 reaches and a flange portion 19a provided with a step
corresponding to the sheet thickness of the outer sheet 13. A projecting
flange 19b which is to be connected to the connecting member 17 of the
adjacent panel 12 by welding is formed on the connecting member 17 on the
opposite side to the flange portion 19a described above so as to project
laterally from the panel 12. The outer surface of the flange 19b is at the
same level as the outer sheet 13, i.e. flush therewith. The flange 19b is
thicker than the sheets 13, 14. A weld 20 connects the flanges 19b of the
adjacent connecting members 17.
The flange portion 21 of the connecting member 17 at the inner side has a
step for connecting to the inner sheet 14 and is also of relatively large
thickness. A weld 20a connects this flange 21 to the side post 11. In
other words, the side post 11 is connected so as to bridge between the
connecting members 17 of the adjacent side panels 12.
In the manufacture of the car bodies, the adjacent panels 12 are first
connected by welding at the respective flanges 19b. When the mutual
connection of the panels 12 is complete in this manner, the side post 11
is connected to each connecting member 17 as described already.
The surface 20b of the weld portion 20 on the outside of the car is
smoothed by grinding or the like after the completion of the welding.
In all the embodiments described, the connecting members, such as member
17, are attached to the sheets 13, 14 of the panels at as many edges as
necessary. Various different shapes and arrangements are possible,
depending on the location in the car body, as will be apparent. Generally,
the connecting members illustrated have one or more welding flanges
projecting as extensions of one or both of the sheets 13, 14 and thicker
than the sheets 13, 14.
FIG. 4 shows that the belt rail 9 has a sectional shape which is
substantially L-shaped. An edge member 22 is disposed around the window
opening portion 44 of the panel 12 shown in FIG. 1, that is, around the
edge 44a and is brazed continuously to the panel 12. The edge member 22
reinforces the edge 44a of the window opening portion and receives the
window glass. A flange portion 22a acts as a chill strip of the surface
members 13, 14 and a flange portion 22b as the window glass receiver are
formed on this edge member 22. The belt rail 9 is connected by welding at
20 to the end surface 22c of the edge member 22 on its inner side. The
belt rail 9 is divided at the position of the side post 11 so that its end
portion in the longitudinal direction is bonded to the side surface 11a of
the side post 11. Connecting of the belt rail 9 to the edge member 22 may
be completed before, or after, the panels 12 are joined mutually.
The window head 10 is constituted in substantially the same way as the belt
rail 9 and is bonded to the end surface 22c of the edge member 22 on the
indoor side. The window head 10 is divided at the position of the side
post 11 and its end portions in the longitudinal direction of the car body
are connected to the side surface 11a of the side post 11.
Next, the roof construction 4 will be explained with reference to FIG. 1.
Cant rails 16 extend in the longitudinal direction of the car body, and
carlines or rafters 23 are connected to the cant rails 16 at right angles.
The roof construction 4 is constructed by the cant rails 16, the carlines
23 and roof sheets 24. The cant rails 16 are disposed at both sides of the
roof in the circumferential direction of the car body and the carlines 23
extend between these cant rails 16 and parallel with one another with a
predetermined pitch. Both ends of the carlines 23 are connected to the
cant rails 16. The roof sheets 24 are connected to the upper surface of
these cant rails 16 and carlines 23. The roof sheets 24 are constituted by
aligning shaped members of a light alloy to extend in the longitudinal
direction of the car body and adjacent to one another in the transverse
direction of the car body, and connecting them together. The roof sheets
24 have ribs 24a formed integrally and in the longitudinal direction of
the car body on their inside.
The end construction 5 at each end of the car body structure 1 is
constructed as described below by connecting vertical frame members and
horizontal frame members and placing panels on the outer surface of these
frame members.
In the end construction 15, the major proportion of the acting load is a
pressure load due to a pressure change outside the car body. For this
reason, strength need not be improved in comparison with the side
construction 2 on which the vertical load and the pressure load with the
pressure change outside the car body act simultaneously. The body
structure 1 is completed by individually producing the side constructions
2, the underframe 3, the roof construction 4 and the end constructions 5
and connecting them together. The panel 12 is composed of the surface
sheets 13, 14 and the core material 15. First, to form the surface sheets
13, 14, the side window opening 44 is formed in a light alloy sheet acting
as the blank and this light alloy sheet is cut to a width corresponding to
the spacing gap of the side posts 11 to a length corresponding to the
dimension from the side sill 6 to the cant rail 16. For the core 15, the
honeycomb is constituted by precombining light alloy sheets of
predetermined shape. For the connecting member 17 and the edge member 22,
blanks are cut in a predetermined length and, as necessary, are shaped.
These surface sheets 13, 14, the core 15 and the members 17, 22 are joined
at continuously extending joints by interposing a metallic connecting
material, that is a brazing material, at each connecting portion and
heating to the brazing temperature.
The panel 12 produced in this manner may be a substantially flat panel
having a predetermined thickness or in the case of the structure wherein
the eave portion on the upper side of the window opening 44 and the
wainscot portion on the lower side of the window opening 44 are curved in
the side construction 2 of the body structure 1, the curved shape is
produced after the side panel 12 is completed.
Alternatively the curved shaping of the panel 12 may be achieved by shaping
the sheets 13, 14 and the core 15 to the predetermined shape after cutting
of the light alloy sheet material and the light alloy honeycomb material,
but before their brazing together. However, in this case, the number of
components to be shaped increases and there is the problem that
dimensional accuracy must be secured in each component.
The panel 12 having the desired shape is completed when the sheets 13,14,
the core 15, the connecting member 17 and the edge member 22 are
connected. This assembly can be rapidly carried out.
Next, the production of the side construction 2 using the panels 12
produced in the above-mentioned manner will be explained.
A jig is formed so that its support surface for receiving the panels 12
corresponds to the outer surface of the side construction 2. The panels 12
are sequentially disposed and aligned in the longitudinal direction of the
car body on the surface of this jig. The joint flanges 19b of the
connecting members 17 of the adjacent panels 12 are positioned with a
weldable gap. The panels 12 are clamped and the opposed joint flanges 19b
of the adjacent pairs of panels 12 are connected by welding. The welding
is carried out from the inner side of the car body. Then the frames, that
is the side posts 11, the window head 10 and the belt rail 9, are put on
the joined panels 12, and are clamped. The desired portions of the
connecting members 17 and the side post 11, the edge member 22 and the
window head 10 and the belt rail 9 and further the side post 11 and the
window head 10 and the belt rail 9 are connected by welding. When this
connection of all members is completed in this manner, the side
construction is taken from the jig and the outer surface of the weld
portion 20 of each connecting member 17 on the outer side of the car body
is finished smooth by a grinder or the like to complete the production of
the side construction 2.
If the side construction 2 is produced in the above-mentioned manner, the
connecting work can be made while sequentially placing the panels 12, the
side posts 11, the window heads 10 and the belt rails 9 on the jig. In
other words, since the constituent members need not be moved or turned
over on the jig, work efficiency is high and a reduction in the number of
the production steps can be accomplished. The connecting of the panels 12,
the side posts 11, the window heads 10 and the belt rails 9 are all
downward welding work on the jig, that is, work is only from the inside of
the side construction 2. Accordingly, reliability of the welded portion of
each member is high and work efficiency can also be improved. The
connecting work described above can be automated.
Connecting of the window head 10 and the belt rail 9 to the panel 12 may be
made by bonding the window head 10 and the belt rail 9 to the edge member
22 of the side panel 12 when it is a single body. In this case, the work
process is somewhat different. In other words, when the connection of each
panel 12 is completed, the side post 11 is placed in such a manner as to
bridge between the connecting members 17 of the adjacent panels 12 and it
is only necessary to bond the connecting members 17 to the side posts 11
and the side posts 11 to the end surfaces of the window head 10 and the
belt rail 9. In such a process, the connecting work of each member on the
jig can be reduced and from this point efficiency can be improved.
The underframe 3 is produced by combining and connecting the side sills 6
and the cross beams 7 and aligning and connecting the shaped members of
the floorplate 8 in the transverse direction.
The roof construction 4 is produced by combining and connecting the cant
rails 16 and the carlines 23 and then aligning and connecting the shaped
sheets 24 in the transverse direction.
As to the end constructions 5, after the frames are combined and connected,
the outer plates are connected to produce the end construction.
The body structure 1 is produced by combining the side constructions 2,
underframe 3, roof construction 4 and end constructions 5. First, the side
constructions 2 are disposed vertically on both sides of the underframe 3,
that is, on the upper part of the side sills 6, and the end constructions
5 are disposed on the upper surface at both end portions of the underframe
3. Then, the underframe 3 and the side constructions 2 are connected and
the underframe 3 and the end constructions 5 are connected. At the same
time, the side constructions and the end constructions 5 are connected.
The roof construction 4 is put on the two side constructions 2 and the two
end constructions 5, and the roof construction 4 and the two side
constructions 2 and the roof construction 4 and the two end constructions
5 are respectively connected. In this manner the body structure 1 is
assembled.
In the structure described above, the weight of the body structure 1
itself, a vertical load due to various equipment disposed on the lower
surface of the underframe 3 and due to passengers and transmitted from the
underframe 3 and a pressure load due to a pressure change outside the car
body act on the side construction 2. Since the side construction 2 is
constituted mainly by the panels 12, the side construction 2 has
sufficient strength against these loads. In other words, since the panels
12 are formed by laminating the surface sheets 13, 14 and the core 15 and
connecting these members, its bending stiffness and shearing stiffness are
higher than those of a flat plate. Accordingly, the panel 12 resists
out-of-plane deformation and can sufficiently withstand the loads
described above. Particularly, it is effective for the pressure load
acting on the car body due to pressure change outside the car body and it
is not necessary to improve strength by disposing reinforcing materials on
the panel 12. Further, connecting of the surface sheets 13, 14 and the
core 15 by use of a metallic bonding material is effective for providing
stiffness.
When the panel 12 is compared with a conventional shaped member of a light
alloy which has substantially the same weight as the total weight of the
surface sheets 13, 14 and the core 15, the panel 12 has higher bending
stiffness. This means that when the weight of the structure is the same,
the body structure 1 using the panels 12 has higher stiffness. If
stiffness of the structure is substantially the same, the body structure 1
using the panels 12 has a smaller weight.
Since the panel 12 has higher bending stiffness and higher shearing
stiffness, when it is used for the side construction 2 as described above,
strain due to the vertical load and due to the residual stress with
welding does not occur on the surface of the car body and appearance can
be improved. Since the strain in the surface of the car body can be
reduced, the strain removing work can be eliminated. Further, the panel 12
has a structure wherein the connecting member 17 is disposed around it and
the panel 12 is joined to the next panel 12 or other member such as the
side post 11 through this connecting member 17. Therefore, the drop of
strength at the joint portion can be prevented in comparison with the case
where the honeycomb member made of the light alloy itself is connected.
When the shaped member made of the light alloy is used as the connecting
member 17 described above, even a complicated shape can be produced highly
accurately, easily and economically. Connecting the belt rail 9 and the
window head 10 to the panel 12 is made through the edge member 22.
Therefore, reduction of strength at each bond portion can be prevented.
Furthermore, since the surface of the connecting flange 19b at the outside
of the car body is flush with the surface of the surface sheet 13 outside
the car body, the surface of the side construction 2 can be made smooth by
grinding only the surface of the weld portion 20 outside the car body.
Accordingly, smoothing by use of a putty for the surface of the side
construction, as has been carried out conventionally after completion of
the body structure, can be simplified.
If the side post 11 described above which is the reinforcing member is
shaped integrally with the connecting member 17 described above, the
number of components can be reduced and the connecting work between the
connecting member and the side post can be eliminated. This permits
reduction of the number of man hours at the time of production of the side
construction.
Referring to FIG. 5, there is shown a panel 25 which is a modified form of
the panel of FIG. 3, being adapted for the attachment of a side part 11 at
an intermediate position between the edges of the panel. Two flanges 27
for connecting with the side post 11 are formed integrally on the inner
sheet on the inner side of the panel 25. This sheet 26, the outer sheet 13
and the core 5 are brazed to form the laminate panel 25. With this
structure, in comparison with the case where the side post 11 is directly
welded to a planar portion of the sheet 26, the side post 11 is connected
to the flanges 27 through the welds 20 and therefore the strength of the
connection is improved. When the side post 11 is being connected to the
panel 25, the flanges 27 can be utilized as positioning means for the side
post 11. Further, strain of the sheets 26, 13 resulting from adverse
influence of welding heat on the brazed portion of the panel 25 can be
prevented. The construction of this panel is otherwise as already
described.
The panel 28 of FIG. 6 likewise has two flanges 30 for connection of the
side post 11 formed integrally on the inner sheet 29 on the inner side of
the panel 28. A region 31 of the sheet 29 where the flanges 30 are
disposed has a greater thickness than the other parts of the sheet 29,
i.e. than the nominal sheet thickness. The side post 11 is connected by
welding to the flanges 30. In this structure, the load transmitted from
the side post 11 to the panel 28 is transmitted through the flanges 30 and
the thicker region 31. Since the sectional area of the region 31 is
greater than the sectional area of the flanges 30, the load transmitted
per unit area of the region 31 can be reduced. Due to this, improvement of
strength at the connection between the panel 28 and the side post 11 can
be achieved.
In the embodiment shown in FIG. 6, the flanges 30 and the thicker region 31
are shaped integrally on the sheet 29 but they may be formed separately.
In that case the flanges 30 and a backing sheet for them are a shaped
member formed integrally, e.g. by extrusion, and when this shaped member
is connected to the sheet 29 by brazing, the same effect as that of the
panel 28 described above can be exhibited. In this case, the location of
connection of the side post 11 can be chosen arbitrarily.
Next, other embodiments of the connection between two adjacent panels will
be explained with reference to.
In FIG. 7, the same reference numerals as in FIG. 3 are used for like
parts. The panels 33 here have connecting members 32 whose section is
substantially I-shaped, connected by continuous brazing at the edges of
the panels. They have flanges 32a stepped inwardly which are connected by
brazing to the sheets 13, 14 and projecting flanges 32b for welding to the
other connecting member to form the panel joint. The weld locations are
shown at 20.
In this structure, when the connecting members 32 are connected to one
another, a sectional shape which is the same as a structural member having
a box-shaped section is obtained. Accordingly, strength of the connection
between the panels 33 can be improved. This results in the improvement in
the strength of a structure constructed by use of the panels 33 described
above.
In the panels 36 of FIG. 8, the brazed-on connecting members 34 have
substantially the same shape as the connecting member 17 of the embodiment
shown in FIG. 3. A metal patch 35 connects the flanges 34b of the
connecting members 34 on the inside face of the panel, being welded on at
weld lines 20.
According to such a structure, when the panels 36 having the connecting
members 34 are connected with one another, the outer welding flanges 34a
of the connecting members 34 are first connected. Then, the connecting
members 34 are connected through the patch 35. In this manner, the welding
work involved in connecting the panels 36 can be carried out from one side
only of the panels 36. This means that since all the welding work is
carried out downwardly, the panels 36 need not be reversed on the jig and
the process can be simplified. Incidentally, at the connection of the
panels 36, a structure having a box-shaped section is formed as in the
embodiment shown in FIG. 7.
FIGS. 9 and 10 show further ways of forming laminated panels and panel
assemblies embodying the invention. FIG. 9a shows two panels composed of
sheets 13, 14 and core 15 as before. One panel has connecting plates 17b
brazed to its sheets 13, 14 at their edge, so that parts of the plates 17b
project laterally as welding flanges. The plates 17b have a thickness
greater than the sheets 13, 14. In the other panel, the core 15 is
recessed from the edges of the sheets 13, 14, to allow the plates 17b to
enter between the sheets 13, 14 when the panels are assembled, after which
welding is performed at welding lines 20.
In FIG. 10, welding flanges 17c are formed integrally as laterally
projecting connecting members of the sheets 13, 14. The welding flanges
17c have a thickness greater than the nominal thickness of the sheets 13,
14. The flanges 17c have bevelled ends, to allow V-welding to join the
panels.
In FIG. 11, a frieze board 37 forms an upper part of the side construction
above the window openings 44 and a wainscot 38 forms a lower part below
the window openings. Both the frieze panel 37 and the wainscot 38 are
formed of a plurality of the panels according to the invention welded
together side-by-side. The width of the panels of the frieze board 37 and
the panels of the wainscot 38 in the longitudinal direction of the car
body corresponds to the spacing of adjacent side posts 11 but this width
can be changed if desired. The panels of the frieze board 37 and the
wainscot 38 have the structure wherein two surface sheets, a core and
connecting members are connected by brazing and an edge member is welded
on, all as shown in FIG. 4, in the same way as in the panel 12 described
above.
FIG. 11 shows that window frame members 39 are disposed between the frieze
board 37 and the wainscot 38. Each window frame member 39 is a shaped
member of a light alloy and one or a plurality of such shaped members are
disposed in the longitudinal direction of the car body. To form the window
openings 44, the corresponding portions of each member 39 are cut off. The
frieze board 37 is connected to the upper window frame member 39 and the
wainscot panel 38 is connected to the lower window frame member 39. This
connection is carried out by connecting the edge members 22 of the frieze
board 37 and the wainscot panel 38 shown in FIG. 11 to the window frame
member 39 by welding. The car body structure 1a of FIG. 11 is different
only in the side construction 2a from the embodiment of FIG. 1.
In the structure of FIG. 11, the window post portions 45, on which the most
severe conditions from the aspect of strength are imposed in the side
construction 2a, can be formed as a unitary body as the window frame
members 39. Thereby, reduction of weight and improvement in strength of
the side construction 2a can be accomplished. In other words, the window
frame members 39 can have a specification having sufficient strength, and
the frieze board 37 and the wainscot panel 38 can have a specification
with sufficient strength and reduced weight. The window frame members 39
are shaped members of a light alloy and the belt rail 9 and the window
head 10 can be formed integrally with these window frame members 39,
reducing the number of components and the number of man-hours required for
assembly of the window frame members 39.
Even when the window frame members 39 are made of structural steel or
stainless steel, reduction of weight and improvement in strength of the
side construction 2a can be accomplished. However, if the window frame
members 39 are made of material different from that of the frieze board 37
and the wainscot panel 38, their connection needs to be made by mechanical
connecting means such as rivets or by welding using a clad material.
In the embodiment of FIG. 12, the roof sheet members 40 are constituted by
laminate panels of the invention formed by connecting and brazing two
sheets, a core and at least one connecting member disposed on the outer
periphery. A plurality of roof sheet members 40 are aligned side-by-side
in the longitudinal direction of the car body between cant rails 16
disposed in parallel on both sides. The adjacent pairs of roof sheet
members 40 are connected by welding and a carline 41 is connected to each
joint portion to constitute the roof construction 4a. Each roof sheet
member 40 extends the full width between the cant rails 16.
The production of the roof construction 4a is carried out in the following
way. A jig for constituting the roof construction 4a has a support surface
for receiving the roof sheet members 40 conforming to the outer surface of
the roof construction 4a. First a plurality of roof sheet members 40 are
put on the jig and aligned. Then, the roof sheet members 40 are connected
by welding while clamped. Then the cant rails 16 and carlines 41 are put
on the assembly of roof sheet members and are connected to them while
clamped. The roof construction 4a assembled in this manner is taken out
from the jig and outer surface of the joint of each roof sheet member 40
is finished smoothly.
The above applies when the cant rails and carlines are separate members. It
is also possible to connect in advance the cant rails 16 and the carlines
41 on the roof sheet members 40 and then to align and connect the roof
sheet members 40 in the transverse direction of the car body. This is
described below.
The dimension of each roof sheet member 40 in the longitudinal direction of
the car body is substantially the same as that of the side panel 12. The
embodiment of FIG. 1 is different from the foregoing embodiments only in
the structure of the roof construction 4a.
In the structure of FIG. 12, the roof construction 4a is constituted by the
laminate panels of the invention. Accordingly, an improvement in strength
can be accomplished and sufficient pressure-resistance strength can be
secured. In other words, since the roof sheet member 40 has higher bending
stiffness than a mere flat sheet, it can sufficiently withstand even a
pressure load due to outdoor pressure change. Accordingly, the roof
construction 4a can have better pressure-resistance strength than the
conventional roof construction consisting of the shaped members of the
light alloy which has substantially the same weight as the roof
construction 4a.
Since the roof sheet member 40 itself has high bending stiffness, the
number of carlines 41 constituting the roof construction 4a can be
reduced. Due to this, the number of components constituting the roof
construction 4a can be reduced. The reduction in the number of carlines 41
results in the reduction of the weight of the roof construction 4a.
In this embodiment, the side construction 2 and the roof construction 4a
have a structure comprising the laminate members but the improvement in
pressure resistance of the structure can be accomplished by making only
the roof construction 4a of the laminate member. In other words, the roof
construction has a large area and the pressure load acting with outdoor
pressure change is great. On the other hand, it is difficult to dispose a
large number of frames in the roof construction in order to secure a wide
space for the passengers or from the aspect of the reduction of the
overall weight. Accordingly, the use of the laminate members for the roof
construction as described above means that since the strength of the
laminate member is high, the pressure load described above can be
supported by a smaller number of frames. This results in the improvement
of pressure resistance of the roof construction itself and the body
structure as a whole.
Next, the structure of the connection between the roof sheet member 40 and
cant rails 16 and the carlines 41 in the roof construction described above
will be explained with reference to FIGS. 12a, 13, 14 and 15.
FIG. 12a shows that the cant rail 16 is formed of two connecting members
16a, 16b attached by brazing respectively to the adjacent panels 40 and 12
of the roof and side constructions. The connecting members have small
flanges brazed to the inside faces of the surface outer sheets of the
panels 12, 40 and projecting flanges which are thicker than the surface
sheets of the panels and are welded together at weld lines 20. At the
outside of the car body a butt weld is used, and at the inside an overlap
weld with one flange acting as a backing member. In this manner a box
structure of the cant rail 16 is provided. The side posts 11 and carlines
41 are welded to the side faces of the cant rail 16.
At this point the connection of the lower end of the side panel 12 to the
side sill shown in FIG. 12b is desired. The lower edge of the panel 12 has
a large connecting member 51 which is brazed to the surface sheets of the
panel 12 and has two projecting flanges welded to the top of the sill 6 at
weld 20. The side post 11 is welded to the side of the connecting member
51.
FIG. 13 shows the connection between two adjacent roof sheet members 40 and
the carline 41 in the roof construction 4a shown in FIG. 12. A connecting
member 17a is brazed at the periphery of the roof sheet member 40. The
connecting member 17a has a substantially Z-shape in the same way as the
connecting member 17 of the side panel 12 and is stepped to receive the
surface sheets of the panel 40. The laterally projecting flanges of the
adjacent connecting members 17a are bonded by the weld 20. The carline 41
which is disposed so as to bridge between the connecting members 17a of
the panels 40 is connected to the inner flanges of the connecting members
17a by welds 20a.
With this roof construction, the connecting work of the adjacent roof sheet
members 40 can be made from one side, that is, from the inside. Therefore,
the connecting of a plurality of the roof sheet members 40 and carlines 41
can be made on the same jig. Therefore, the roof construction 4a can
reduce work during production in the same way as in the side construction
2 described already. In the roof construction 4a, since the connecting
members 17a can be connected mutually by welding and the connecting member
17a and the carlines 41 can be connected by downward welding, reliability
of strength of each joint can be improved.
Next, FIG. 14 shows the structure wherein a carline 41a is connected to the
inner sheet of the roof sheet member 40a at a location intermediate the
joints between the roof sheets. Flanges 27a are formed integrally with the
inner sheet of the roof sheet member 40a on the inner side. The carline
41a is shaped to be capable of being fitted between the flanges 27a and
has a substantially Z-shaped sectional shape. The flanges 27a and the
carline 41 are connected by the welds 20b.
With this structure, positioning of the carline 41a on the roof sheet
member 40a can be facilitated. Further, since the flange 27a has a
predetermined height and is connected at its tip portion to the carline
41a, the thermal influences due to welding on the sheets and the core of
the panel 40a can be minimized. Further, since the thermal influence of
welding on the outer sheet of the panel 40a can be prevented, the
occurrence of staining of the outer sheet can be prevented.
The flanges 27a are formed integrally with the inner sheet but the flanges
may be formed as separate members and may be connected to the sheet by
brazing. It is also possible to employ the structure wherein the flange is
formed as a flat plate separate from the surface member and to connect
this flat plate to the surface member by brazing.
Next, FIG. 15 shows a structure wherein the carline is formed integrally
with the connecting member of one roof sheet member 40c. The connecting
member 17a of the other of the roof sheet members 40b at the joint is
shaped substantially in a Z-shape in the same way as is shown in FIG. 13.
The carline 41b is formed integrally with the connecting member of the
other roof sheet member 40c. This integral member is composed of a shaped
member of a light alloy in the same way as the connecting member 17a
described above and is connected by brazing to the surface sheets and core
when the roof sheet member 40c is produced.
In this structure, since the carline 41b also functions as the connecting
member, the number of components can be reduced and the connecting work
between the connecting member and the carline need not be carried out.
In the embodiment of FIGS. 16 and 17, an end construction 5a consists of
end posts 46, corner posts 47, end plates 48, cross beams 49 and end sheet
members 50. The end sheet members 50 are each made by connecting two
surface members, a core material and at least one connecting member by
brazing, in accordance with the invention.
The production of the end construction 5a is by positioning a plurality of
end sheet members 50 formed in conformity with the shape of the end
construction 5aon a jig and connecting them while clamped. Next, the end
posts 46, the corner post 47, the end plates 48 and the cross beams 49 are
put on the plurality of end sheet members 50 thus connected, and are
connected while clamped. Each connection described above is by welding.
The car body structure is completed by connecting the end constructions 5a
thus constituted to the underframe 3, the two side constructions 2 and the
end portion of the roof construction 4a.
In such a structure, the end construction 5a is constituted by the end
sheet members 50 each of which is a laminate panel of the invention.
Therefore, pressure resistance can be improved in the same way as in the
side construction 2 or the roof construction 4a of the foregoing
embodiments. The body structure 1b constructed to include the end
construction 5a described above can improve pressure resistance because
the two side constructions 2, the roof construction 4a and the two end
constructions 5a each include the laminate panels of the invention. In
other words, pressure resistance of the body structure except for the
underframe portion which already has sufficient strength and which can
sufficiently bear the pressure load, can be improved.
In the embodiment of FIGS. 18 and 18a, the floorplate 42 includes an
assembly of the laminate panels of the invention formed by connecting two
sheets, a core and connecting members disposed on the outer periphery by
brazing. A plurality of the panels are aligned side by side and connected
together by welding at joints (not shown) extending transversely of the
car body, and are then connected by welding to the upper surface of the
cross beam 43 and to the side surface 6a of the side sill 6. In this
manner the underframe 3a is constituted. In this structure, the cross
beams 43 are disposed in such a manner as to bridge between the connecting
members of the adjacent panels of the floorplate 42.
The floorplate 42 has a downwardly convex arcuate shape in transverse
section of the car body in order to resist an outdoor pressure change as
tensile or compressive stress, permitting reduction of the thickness of
the sheets or the core of the panels and reducing weight. The radius of
curvature of the arcuate section of the floorplate 42 may be increased
progressively towards both sides in the transverse direction.
FIG. 18a shows the connection of one floor panel of the floorplate 42 to
the sill 6. The panel has a connecting member 52 secured to its inner and
outer sheets by brazing, and having projections welded at 20 to flanges of
the sill 6.
This embodiment is different from the body structure shown in FIG. 16 only
in the floorplate 42 of the underframe portion.
In this structure, since the floorplate 42 has sufficient bending
stiffness, the number of the cross beams 43 can be reduced by expanding
their spacing. Alternatively, since the floor board 42 has sufficient
bending stiffness, the cross beam itself can be made lighter in weight.
These measures result in weight reduction of the underframe and of the
body structure as a whole.
In the body structure 1c of this embodiment, since hermetic walls encompass
the passenger space i.e. the sides 12, the roof 40, the floorplate 42 and
the ends 50 consisting of the laminate panels of the invention sufficient
pressure resistance and strength can be obtained and at the same time,
weight reduction can be accomplished.
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